Cushioning and centering device for railway car couplers



Aug. 22, 1933. A G. G. GILPIN 1,923,433

CUSHIONING AND `GENTERING DEVICE FOR RAILWAY CAR COUPLERS Fiied July 6., 19:51 3 sheets-sheet 1 I l i Aug. 22, 1933.` G. G. GILPIN 1,923,433

cusHI'oNING AND cENTERINe-DEVIGE Fon RAILWAY icm .'couPLERS Filed July 6,- 1931 Sweets-sheet 2 ama/L avi/fw nvenor Aug, 22,'1933.v G. G. GILPIN I 1,923,433

'cusHIowxNG AND cEN'rERING DEVICE Fon RAILWAY cui coUPLERs 'Filed July 6. 1931 'v -asheets-sheet s l .Z2-verita* Gard, G. @flinky Patented Aug. 22, 1933 CUSHIONING AND GENTERING DEVICE FOR RAILWAY CAR COUPLERS Garth G. Gilpin, Riverside, Ill., assigner tolUnion Metal Products Company, Chicago, Ill., a Corporation of Delaware Application July s, 1931. serial No. 548,198

20 Claims.

The device relates to railway cars and more particularly to the means for supporting the outer end of a railway car coupler adjacent its head which permits the coupler to move horizontally and vertically and adjust itself to the curves and unevenness of the track, and one of the objects of the invention is to provide a yielding means 4for supporting the outer end of the coupler in a vertical and or horizontal direction so that when free to do so the coupler will return to its normal height and to 'a position adjacent the center of the car, which arrangement has several objects and advantages hereinafter enumerated.

When a coupler is supported by a carrier, which is immovable vertically, a great stress is thrown in the shank of the coupler when the car passes over a hump or valley in the track (technically known as vertical curves) which when ,occurring while the couplers are under severe pulling'or bufling stresses is a serious matter and this condition was a contributing causerof the American Railway Association increasing the size of the' standard coupler shank. One of the objects of the invention, therefore, is to reduce the service stresses in the coupler by providing a yielding coupler carrierA thereby permitting the outer end of the coupler to move downwardly so that the center line of the coupled couplers will be nearer a straight line, thereby reducing the resultant forces in the coupler shanks. When the force ceases, for instance, when the cars are uncoupled, the yielding carrier forces the coupler toits normal vertical position, which is prescribed by the American Railway Association and which is necessary so that the couplers will automatically couple when the cars are run together.

Another object of the yielding carrier is to prevent the jar in the coupler caused by the uneven track and the movement of the coupler upon the carrier from being transmitted to the adjacent car parts, which jar and vibration causes the fastening means, such as bolts, to become loose, or

perhaps entirely ineffective. Jars and jolts be. tween the coupler and the carrier are also caused by the engaging parts of the two coupled couplers slipping over each other under pressure; Fur-` thermore, such yielding means, by reducing 4the vertical iorce of the coupler upon its carrier, reduces the friction and consequent wear between these parts. The wear upon the coupler shank makes a weak place in the shank causing it to break at that place when the cars are coupled, especially when coupled in a hump or valley in the track.

Another object of the invention is to provide a coil spring to support a car coupler and position it in the car relative to the car coupler so that when the coupler moves sidewise of the car the spring is4 distorted, causing a tendency for the spring to return the coupler to the center of the car and when the coupler moves vertically `the spring is compressed causing a tendency to return the'coupler to its normal height. For the purpose of describing and defining this invention the term distorted, as herein used, means that the spring is deformed laterally of its longitudinal axis in differentiation from the'term compression, which, as herein used, means that the spring is deformed coincident` with its 'longitudinal axis. These are general engineering terms.

Another object is to provide a device which cushions and centers the coupler without twisting `the coupler when the cars go around curves, which twisting action distorts the coupler shank and moving parts of the couplercausing them to work hard or even bind, making the coupler inoperative. This is accomplished by maintaining the top of the carrier parallel to the bottom of the coupler and in contact therewith. In other words, the carrier adjusts itself to the coupler. Maintaining the width of the coupler shank in contact with the carrier maintains a large bearing area between these two elements and thereby reduces the wear upon them.

#One of the objects of the invention is to increase the amount of permissible lateral movement of a coupler by providing automatic means for returning the couplers to the longitudinal 9o center of the car or at least close enough thereto so that the automatic couplers will couple. This is what is termed the coupling range.

It is very often necessary to couple cars on curves and frequently when the radius of the 5 curve is very small, as is common around industrial plants, the couplers of the two .cars will be so far out of alignment that they will not automatically couple. vAnother object of the invention is to automatically bring such couplers with- 10o in coupling range.

In my device the lateral movement between the coupler and the carrier is eliminated, thus reducing friction and consequent wear on the parts.- This is quite an item particularly in sandy countries because couplers are costly and the replacement of a coupler means keeping the car out of service.

Coupler positioning devices reduces the number of broken knuckles andguard arms on couno plers which members are frequently bent or range. Such devices also reduce the number of accidents to trainmen as they are not required to go between the cars and position the coupler preparatory to coupling.

Another object of the -invention is to provide means to limit the upward movement of the yielding coupler carrier so that the yielding means will not force the coupler up beyond the predetermined standard height established by the American Railway Association. It is also desirable to restrict the vertical upward movement of the coupler so that when the car is turned upside down in an unloading machine the component parts of the yielding means will not lose their proper relative positions and become ineffective.

Another object of the invention is to provide a sliding engagement between the carrier and the car part so that if the yielding means fail (by breaking or taking a permanent set) the carrier will slide laterally of the car upon the car part to accommodate the movements of the coupler. This means for providing the sliding engagement also restricts the downward vertical movement of the coupler and I prefer to have the carrier engage the car part before the spring becomes solid because springs retain their efficiency if prevented from going solid in service. more, it is possible that the workmen may fail to install the spring, in which event the carrier would not be yielding, but the car, nevertheless, would beserviceable.

Another object of the invention is to provide means to limit the movement of the carrier lengthwise of the car, which means also prevents the carrier from tipping when the coupler slides over it.

In the drawings:

Fig. I1 shows a typical application of my device to a railway car when the device is in normal position.

Fig. 2 is a section on line 2-2 of Fig. 1.

Fig. 3 shows the device with the yielding means ciompressed and with the coupler in central posit on.

Fig. 4 shows the device when the coupler is in its extreme lateral position.

Fig. 5 shows the device when the coupler is in its extreme lateral position and the yielding means is compressed.

Fig. 6 shows a modified construction illustrating a different means of retaining the spring in place.

Fig. 7 shows a modified construction of my device.

Fig. 8 is a section on line 8 8 of Fig. '7.

Fig. 9 shows the modified device with the yielding means compressed when the coupler is in central position.

Fig. 10 shows a modified device when the coupler is moved laterally. (l

Fig. 11 shows a modified device when the yielding means is compressed and the coupler is moved laterally.

Fig. 12 is another modied construction.

Fig. 13 is another modified construction.

Fig. 14 is a section on line 14-14`of Fig. 13..

In the drawings the striking casting or other car part 2 is attached to the car and supported thereby by any convenient means, such as the rivets 3-'4, which hold it to the draft sills 5 or framing of the car. The coupler 7 rests upon the carrier 8 and is retained in central position thereon by the lugs 9 and the carrier 8 is provided with extensions 11 which move between the Furtherbroken when the couplers are notwithin coupling spaced apart walls 13-14 of the car part 2 to restrict the movement of the carrier 8 longitudinally of the car, but which permit free movement thereof laterally of the car. This carrier 8 is provided with a spring seat 16 and a lug 17 and/or ribs 18 which retain the spring 20 in its proper relation to the carrier. The car part is provided with a spring seat 21 and a lug 23 and/or ribs 24 which retain the spring 20 in proper rclation to the car part 2. (In Figs. 1-5 inclusive this spring seat 2l is shown as a separate element.) The spring 20 or other yielding means is positioned between the carrier 8 and the car part 2 and engages the spring seats 16-21 of the carrier and car part, respectively. In other words, the yielding means is attached to the car part and carrier, respectively, so that when the carrier is moved laterally of the car the yielding Imeans is -distortedcausing a tendency to return the carrier to normal position.

In railway cars as built today there is very little distance, (24) lengthwise of the car between the striking surface 30 on the car part and the draft gear attachments (31), as shown by the yoke in Fig. 2. (For illustration the yoke 31 of an ordinary draft gear is shown.)

The yielding means illustrated in the drawings comprises a conical spring 20; that is, a coil spring which is tapered from its base to its top so as to provide a relatively large diameter spring or wide spring adjacent its lower part and a relatively small diameter spring or narrow spring adjacent its upper part, but on account of the small distance (29) between the draft gear attachments and striking surface for the coupler a full conical spring having a wide base cannot be put in the car, therefore, I have designed a conical spring having a varying diameter in one direction (sidewise of the car) and a constant diameter in a direction normal thereto, (that is, lengthwise of the car) Fig. 3 shows the spring 20 compressed until the lcarrier part 35 rests upon a portion 36 of the car part. It will be noted that there is clearance between the coils of the spring, showing that it is not fully compressed. The bottom of the carrier 35 and the bearing surface 36 on the car part are parallel so that the carrier 8 may slide upon the car part, sidewise of the car, as shown in Fig. 5.

Fig. 4 shows the'device when the coupler 7 is in its extreme lateral position, that is, when the coupler engages a portion 38 of the car part. My spring is so designed that even in this extreme position the center 40 of the coupler is over the area of the base of the spring; furthermore, the coils 42 of the upper part of the spring are over the coils 43 of the lower part of theV spring, thus eliminating any tendency for the spring to tip over. In this position there is a tendency for the spring to slip sidewiseof the car, which tendency is resisted by the lugs 23 o r ribs 24, whichever are used. The spring seat 21 is prevented from moving sidewise of the car by the lips 46 or similar means.

Fig. 5 shows the device when the coupler is in its extreme lateral position and the yielding means 20 is compressed. Even in this position the relation of the center 40 of the coupler and the top of the spring to the-bottom of the spring mentioned in connection with Fig. 4 still prevails.

My device is both a cushioning and a centering device; that is, it cushions the vertical movements of the coupler .by spring compression and returns the coupler t0 its predetermined desired height l iii carrier, is operatively attached to the top of the spring., the spring moves the coupler with it when returning to its normal central position. In other words, when the spring is moved to the position shown in Figs. 4 or 5 its lnormal tendency is to return to the position shown in Fig.v 1. The spring performs the dual functions of cushioning and positioning the coupler, or differently expressed, performs the dual functions ofA returning the coupler to its normal position, both hori zontally and vertically. In assembling the device the spring seat 21, carrier 8 and spring 20 are assembled and held together by the bolt 50 or other removable fastener while being installed in the car.

Fig. 6 shows a modified construction wherein clips 52-53 are provided to hold the coils of the spring to the car part 55 and carrier 56, respectively, which not only resists the tendency of the spring to move sidewise of the car, but also holds the spring in engagement with the carrier and car part at 'all times.

Figs. 7 to l1 inclusive show a modified con-l struction wherein the yielding means comprises a pair of spaced apart cylindrical coil springs 60 positioned obliquely so that theiraxes converge preferably on the center line of the car. rIhe spring seats 62-63 are preferably normal to the axis of the spring. In this construction the spring support 58 projects upwardly through an aperture in the car part` 66 and secured thereto by the bolts 59. In assembling the device the carrier 65 rests upon the lower wall 78 and the springs 60 put in place while the spring supportis being raised into position. spring support 58 are each provided with walls 68-69 which surround the ends of the springs'to hold them in proper relative position, which walls are tapered to accommodate the movements ci. the spring. The bolt 76 holds the carrier 65 to the spring support 58 so as to restrict the upwardmovement of the coupler carrier and springs. i,

Figs. 9, 10 and 11 show the various positions of the coupler and Acar as described for Figs. 3, 4 and 5, respectively. It will be noted in Figs. 10 and 11 that when the coupler moves laterally one of the cylindrical coil springs 60 is compressed more than the other spring and, furthermore, that oneside of each cylindrical coil spring is compressed more than the other side thereof, both of which conditions cooperate to cause the springs to move the carrier (and the coupler) toward the center of the car.

Fig. 12 is a modification of the constructions shown in Figs. 7 to 11, inclusive, in that lugs 80-81 are provided on the spring support 82 and carrier 83, respectively, fitting in the inside of the coil spring 84 to retain it in proper relative position to these elements, and wherein the portion 86 of the carrier between the two springs is extended downwardly so as to come in contact with aportion (87) of the spring support 82 (or other car part) to restrict the downward movement of the carrier (and. coupler).

Figs. 13 and 14 showa modified form where-v in the striking casting is of the yoke type hav- The carrier 65 and the.

the draft sills 92, which arms are connected adjacent their tops by a portion 93 forming a striking surface 94 for the coupler 7.- The strut-tie member 96 is secured to the bottom oi the draft sills by rivets 97 (or to the striking casting) so as'to brace the draft sills 4and support the coupier. The pair of springs 98-99 are mounted between the member 96 and the carrier 100 similar to the construction shown in Figs. 7` to 11 inclusive and" function in practically-the same way.` The carrier 100 moves between spaced apart walls 102-103 of the member 96 to restrict its movement lengthwise of the car. The side arms 90-91 of the striking castings are cut away at 105 to provide space for the lugs 106 so the coupler will strike the arms 90-91 of the striking casting.

In the modification shown inFigs. 7 to 1i inclusive the car part 66 is provided with spaced apart walls 73-74 to restrict the movement of the carrier 65 lengthwise of the car and the car part 66'is also provided with walls spaced apart vertically between which the carrier moves. The upper wall 77 restricts the upward movement of the carrier (and coupler) andthe lower wall 78 restricts the downward movement of the carrier (and coupler). `In case of failure of the yielding means the carrier '65 slides upon .the lower wall 78 so that the car may be retained in service.

Applicants co-pending application Serial No. 564,593, led September 23, 1931, discloses but does not claim certain features disclosed and claimed in this application. v f

The accompanying drawings illustrate the preferred form of the invention.- though it is to -be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modiications thereof, within the scope of the claims, will occur to persons skilled in the art.

I claim:

l. A cushioning and centering `device for a railway car coupler comprising a car part attached to the. car, a coupler carrier arranged to move laterally of the car with the coupler, and a yielding means positioned below and supporting the carrier upon the car part which acts vertically and horizontally to return the coupler to normal position, said carrier and car part arranged to engageeach other to restrict the downward movement of the carrier, said carrier being slidable sidewise of the car upon said car part.

2. A cushioning and centering device for a railwaycar coupler comprising a car part attached to the car having` a spring seat, a coupler carrier arranged to move. laterally of the car with the coupler and provided with a spring seat, a coil spring positioned between said spring seats tapering from a relatively large diameter adjacent spring positioned between said spring seats tapering from a 'relatively large diameter adjacent one end to a relatively small diameter adjacent the other end, and means to retain the ends of the springf in a predeterminedvrelation to the car part and carrier, respectively, whereby a lateral vmovement of the coupler distorts the springand a vertical movement of the coupler compresses the spring.

4. A cushioning and centering device for a railway car coupler comprising a car part attached to the car having a spring seat, a coupler carrier arranged tomove laterally of the car with the determined relation to the car part and carrier,

respectively, whereby a lateral movement of the coupler distorts the spring and a vertical movement of the coupler compresses the spring.

5. A cushioning and centering device for a railway car coupler comprising a car part attached to the car having a spring seat, a coupler carrier arranged to move laterally of the car with the coupler and provided with a spring seat, a coil spring positioned between'said spring seats tapering laterally of the car from a relatively large diameter adjacent its lower part to a relatively small diameter adjacent its upper part, said spring having a constant width longitudinally of the car, and means to retain the ends` of the spring in a predetermined relation to the car part and carrier, respectively, whereby a lateral movement of the coupler distorts the spring and a vertical movement of the coupler compresses -the spring.

6. A cushioning and centering device for a railway car coupler comprising a car part attached to the car, a separate spring seat member, a coupler carrier provided'with aspring seat and -arranged to move laterally of lthe car with the coupler when assembled with the car part, a yielding means positioned between said spring seats and'attached lto the spring seat member and carrier, respectively, to act vertically and horizontally, removable fasteners to hold said member and carrier together while said elements are being installed in said car part, and means to retain said separate member in predetermined relation to said car part when assembled therewith.

'7. A cushioning and centering device for a rail- Way car coupler comprising a car partattached to the car having'a spring seat, a coupler carrier arranged to move laterally of the car with the coupler and provided with a spring seat, a coil spring positioned between said spring seats tapering from a relatively large diameter adjacent its lower part to a relatively small diameter adjacent its upper part. and means to retain the ends of the spring ina predetermined relation to the car partand carrier, respectively, whereby a lateral movement of the coupler distorts the spring and a vertical movement of the coupler compresses the spring, said parts so arranged that upon extreme lateral service lmovement of the carrier, the upper coils4 of the spring are over in a predetermined relation to the car part and carrier, respectively, whereby -a lateral movement of the coupler distorts the spring and a vertical movement of the coupler compresses the spring.'

9. A cushioning and centering device for a railway car coupler comprising a car part attached to the car, a coupler carrier arranged to move sidewise of the car withthe coupler, and yielding ,means supporting the coupler upon the car part which acts vertically and horizontally to .return the coupler to normal position, said yielding means comprising a pair of spaced apart coil springs positioned obliquely so that. their axes -converge approximately on the center line of the car. 10. A cushioning and centering device for a railway car coupler comprising a car part attached to the car, a coupler carrier arranged to move sidewise of the car with the coupler, yielding means supporting the coupler upon the car part which acts vertically and horizontally to return the coupler to normal position, and means to restrict the upward movement of the carrier` which comprises a loose link connecting the carrier and the car part.

11. A cushioning `and centering device for a railway car coupler comprising a car part attached to the car, a coupler carrier arranged to move sidewise of the car with the coupler, yielding means supporting the coupler upon the car part which acts vertically and horizontally to returnthe coupler to normal positio'nsaid yielding means comprising a pair of spaced apart coil springs positioned obliquely so that their axes converge approximately on the center line of the car, and means to restrict the upward movement of the carrier which comprises a loose link connecting the carrier and the car part.

12. A cushioning and centering device for a railway car coupler comprising a. car part element attached tothe car, a coupler carrier element arranged tofmove downwardly and laterally of the car with the coupler, a coil spring positioned between said elements, and means to retain the ends of the spring in a predetermined relation to the car part and carrier, respectively, whereby a lateral movement of the coupler distorts the spring and a downward movement of the coupler compresses the spring.

13. A cushioning and centering device for a railwaycar coupler comprising a car part element attached to the car having a bearing surface, a coupler carrier element arranged to move downwardly and laterally of the car with the coupler, a coil spring *positioned between said elements, and means to retain the ends of the spring in a predetermined relation to the car part and carrier, respectively, whereby a lateral movement of the coupler distorts the spring and a downward movement of the coupler compresses the spring, said carrier resting upon said bearing surface upon a predetermined downward movement thereof and sliding laterally thereon with the coupler.

.14. A centering device for a railway car coupler comprising a ca'r part element fixed to the car, a coupler carrier element arranged to move laterally of the car with the coupler, and a coil movement of the coupler carrier.

15. A centering and cushioning device for a spring with its longitudinal axis vertically disrailway car coupler comprising a car part element xcd to the car. a coupler carrier 'element arranged to move downwardly and laterally of the car with the coupler, and a substantially vertically disposed coil spring interposed between said elements having one end fixed to the car part and the otherend secured to the carrier toV more laterally and vertically therewith, whereby said spring yieldingly opposes a downward movement and a lateral movement of the coupler carrier. v

16. A centering and cushioning device for a railway car coupler comprising a car part element fixed to the car, a coupler carrier element a1'- ranged to move downwardly and laterally of the car with the coupler, and a yielding means interposed between said elements having one end rigidly xed to the car part and the other end secured to thc carrier to move laterally and vertically therewith, whereby said means yieldingly opposes a downward movement and a lateral movement of the coupler carrier.

17. A centering and cushioningv device for a railway car coupler comprising a part fixed to the car having a spring bearing, a coupler carrier arranged to move downwardly and laterally of the car with the coupler having a spring bearing, said bearings being substantially parallel, a coil spring interposed between said bearings, and means to hold the opposite sides of the spring in engagement with said bearings, respectively, whereby said spring yieldingly opposes av downward movement and a lateral movement of the carrier. p

18. A centering and cushioning device for a railway car coupler comprising a part fixed to the car having a spring bearing and a sliding surface, a coupler carrier arranged to move downwardly and laterally of the car with the coupler having a spring bearing, said bearings being substantially parallel, a c oil spring interposed betwecn said bearings, and means to hold the opposite sides of the. spring in engagement with said bearings, respectively, whereby said )spring yieldingly opposes a downward movement and a latteral movement of the carrier, said carrier arranged to slide laterally of the car upon said sliding surface upon a predetermined compression of said spring.

19. A centering and cushioning device for a. railway car coupler comprising a part xed to the car, a coupler carrier arranged to move downwardly and laterally of the car with the coupler,

and a coil spring supporting the carrier upon the car part with its opposite ends attached to said elements so 'that a downward movement of the carrier compresses the spring and a lateral movement of the carrier distorts the spring so that its axis is not normal to the ends of the spring.

20. A cushioning and centering device forV a railway car coupler comprising a car part attached to the car, a coupler carrier arranged to move laterally of the car with the coupler, and a yielding means positioned below and supporting the carrier upon the car part, which means yieldingly opposes the vertical and horizontal movements of the carrier so as to return the coupler to normal position,

` GARTH G. GILPIN. 

